Sunday, February 10. 2013

While it was a part day in the shop for me, as I attended the Board meeting in the morning on behalf of the department, a larger team braved the snow and ice and good progress was made in a number of areas.

On 1630:

·the first of the cladding sheets, as well as a number of cab fittings were brought down from storage above the machine shop for inspection, cleaning and painting.There is a great deal of this to be done in preparation for the time when we will be able to start refitting them.Much of this is an unpleasant, dirty job as the sheet metal must be wire brushed to get rid of rust and bits of lagging.However there is now an area set up to allow cladding sheets and other parts to be painted and allowed to dry (at the opposite end of the shop from the dust generated by the cleaning process!).

Backhead cladding sections

Gauge holder and light

Above are some of the first results including sections of the cladding, that make up the covering of the boiler backhead in the cab, and the mounting plate for the pressure gauges.

Tubing progress 02/09/2013

·on the tube fitting there was significant progress, more in the areas of developing processes for the next steps than in fitting large numbers of tubes.

oWhile I was at the meeting, Collin and the guys completed removal of the rogue tube from last Saturday and put a new one in.

oThe new roller has arrived and we spent a good deal of time working out how best to use it.

This roller is designed to both expand the end of the tube and simultaneously flare the projecting end of the tube, ready for beading.We used this to start work on the smokebox tube ends.The size of this roller should allow it to be used on both the firebox ends and those tubes at the smokebox end that require beading.Because it is a great deal easier to work in the smokebox we decided to work out how best to use it on smokebox tube ends.This proved to be a very good decision.It certainly does expand and flare the tube ends quickly and effectively.Once in place and properly driven, the process is complete in maybe 30 seconds.

The snag that became obvious was that the additional force required to turn this roller, as it not only expands the tube but flares the ends at the same time, is more than our smaller air motor can provide.This is a significant issue.The smaller air motor weighs about 30 pounds and can be reasonably controlled by one person.The bigger one drives the expander with no problem but weigh 50 pounds or more.Manually supporting and locating this beast on to the expander for every hole, which we can easily do with the small motor, is pretty exhausting work for two people, as Phil and I found out.Some more development is required.While we certainly could expand the smokebox ends this way it would be slow.The operators require frequent breaks!!.Next week we will need to explore other options.We probably need to find ways of supporting the motor in places from which we can drive the expansion of multiple tubes using the flexible drive shaft, rather than attaching the motor directly to the expander and therefore carrying the full weight of the motor to every tube end.Clearly we need to develop methods that can also be used in the firebox.... If the big motor is tough to handle in the smokebox it will be a nightmare in the firebox with the arch tubes in the way!.

oDespite this we successfully expanded a number of smokebox ends.I have changed the progress measures to reflect the way we now expect to work.At the smokebox end only some tubes need to be flared (those that will subsequently be beaded) and we will do this simply by using a different roller for the expansion.So this weekend we actually flared 7 and left 4 un-flared as they will not be beaded.However in all cases this did all that we need to do to the tube before the first hydro test.At the firebox end, flaring will be a separate step.Beading will not be done at either end until after the first hydro test (so that any leakage can be corrected by additional rolling).

First tube expansion in smokebox

Here you can see the results on the tubes directly below the super heater flues from column P and to the right where the ends are now flared when compared to the raw tube ends in the rows below.

oAt the firebox end we continued to fully seal tubes that were previously set into place.Unfortunately we still hit an occasional one that shoots out the ferrule in this process and needs to be replaced.This seems to happen with those tubes that were originally set with the roller rather than they expander.At least we are now largely thru the ones that were set in this way.

·The sight feed lubricator was located and Jerry started work on cleaning and checking this essential component.

·The ring spacer required for the one super heater flues with an extra large hole was completed ready for refitting of the super heater flues.

In other areas:

·Jerry and Mike made good progress on clearing the shelving at the South West corner of the shop to make an area against the wall to store the McCabe flanger.This will be a major improvement.The flanger is, on occasions, a critical machine and had a major role in producing the patch.However, between those occasions, it a huge lump of metal that cannot readily be moved any great distance and takes up a lot of useful space!!.So the objective is to provide a storage space against the wall to free up useful space in the fabrication area when it is not required.It would be really nice if we could store it out of the shop in a container.However, it is so heavy that only the large Buildings and Grounds forklift can handle it .......... and that does not fit thru the doors of the shop!

·Mike started on rebuilding the air pump for #428.He has been doing a lot of research on the cross compound air pumps and will look after all of them.He also checked out the valves on 1630's pump which looks to be in good shape after the work done a couple of years back.

·Tom continued with machining the shoes and wedges for 428.

New cast iron shoe in the planer

Above shows one of the shoes that will position the axle boxes in the frame.These are new iron castings as the originals were worn beyond repair.Each must be planed to exact dimensions to enable the eventual refitting of the axles.A slow and tedious process as each axle box requires one shoe and one wedge.

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Comments

Nigel Bennett about Steam Department Update June 2015Wed, 07-29-2015 07:42Subject to the general caveat that
a 100 year old steam engine can
always develop a last minute fault,
it is planned that #1630 will
operate 8/1 and [...]

CincyCubfan23 about Steam Department Update June 2015Wed, 07-29-2015 06:28Nigel - First, THANK YOU for all
the work you do (and everyone else
at IRM, for that matter)!
I believe I know the answer, but
I'll ask anyhow. [...]

Nathan about Steam Department Update June 2015Mon, 07-27-2015 16:26Nigel,
All matters of practicality do
indeed have to be taken into
consideration.
That said, as another suggestion,
you may want to talk to your [...]

Nigel Bennett about Steam Department Update June 2015Mon, 07-27-2015 07:38Nathan,
All ideas to be considered and
depends on how this year turns
out.
The big reason we run Thomas over
the route we do is the space [...]

Nathan about Steam Department Update June 2015Sun, 07-26-2015 19:24Hi Nigel,
Just noticed the comments and plans
for Thomas on this thread and am
intrigued.
It seems like a great idea to have
#1630 push the Percy [...]

Nigel Bennett about Steam Department Update June 2015Sun, 07-26-2015 09:41Andrew,
No. The Thomas train will follow
its normal route.
There will be two event trains, the
Thomas train and the Percy train
(standard DOWT [...]

Nigel Bennett about Steam Department Update June 2015Sat, 07-25-2015 08:45Peter,
The Thomas days will be
significantly different this year.
There will be a Percy train as well
as a Thomas train and, subject to
the [...]

Peter D. about Steam Department Update June 2015Fri, 07-24-2015 23:51Greetings: Quick question regarding
steam operations...In addition to
Thomas, when would you expect a
steam locomotive to be on the
tacks. Thanks.